Car-frame construction.



H. M. PFLAGER.

GAR FRAME CONSTRUCTION.

APPLICATION FILED JULY5,191&

1,105,299. Patented July 28, 1914.

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H. M. PFLAGER.

CAR FRAME CONSTRUCTION.

APPLICATION rum) JULY 5, 191a.

Patented July 28, 191% 2 SHEETB-SHEBT 2.

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o TED STATES PATENT OFFICE.

HARRY M. PFLAGER, OF ST. LOUIS, MISSOURI, ASSIGNOR TO DOUBLE BODY BOLSTER COMPANY, OF ST. LOUIS, MISSOURI, CORPORATION OF NEW JERSEY.

CAR-FRAME CONSTRUCTION.

Specification of Letters Patent.

Patented July 28, 1914.

Original application filed November 8, 1912, Serial No. 730,220. Divided and this application filed July 5,

1913. Serial No. 777,567. 7

T 0 all whom it may concern:

Be it known that I, HARRY M. PFLAGER, a citizen of the United States, residing at St. Louis, Missouri, have invented a certain new and useful Improvement in Car-Frame Construction, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 is a plan view of'a car end frame of my improved construction. Fig. 2 is a front elevational view of the car end frame. Fig. 3 is a horizontal section taken approximately on the line 33 of Fig. 2. Fig. 4 is a detail section taken on the line 4.4t of Fig. 2. Fig. 5 is a plan view of a modified form of my improved end frame. Fig. 6 is an elevational view of the modified form of end frame. Fig. 7 is a horizontal section taken approximately on the line 77 of Fig. 6. Fig. 8 is an enlarged detail section taken approximately on the line 8-8 of Fig. 3.

My invention relates generally to railway car construction, and more specifically to the one-piece cast metal car end frames of the type disclosed in Patent No. 927,705, issued to me August 3, 1909 and Patent #917,716, issued April 6, 1909.

This application is a division of my copending application Serial No. 730,220, filed November 8, 1912.

One of the most important features in the construction of the present types of railway cars, and particularly those used for the transportation of passenger, mail and eX- prcss matter and baggage, is the reinforcing of the ends of the cars so as to provide an exceptionally strong and rigid construction which will effectually resist end shocks and crushing stresses delivered to the ends of the cars. The purpose of such construction is to overcome the tendency of the cars to telescope in case of collisions and to afford the greatest possible degree of safety to the occupants and contents of the cars.

My improvement contemplates a comparatively light-weight, strong and durable onepiece cast metal structure, formed, braced and connected to the car underframe and superstructure so as to combine therewith in resisting end shocks and crushing stresses imparted to the end of the car, thereby providing a construction which is anti-telescopic inleflect.

One'object of my invention is to provide an end frame of the sort described having formed therein end door posts cast with parts specially formed to accommodate the vestibule diaphragm, and to provide parts on the end frame specially formed to accommodate the supports of the vestibule diaphragm.

Another object'of my invention is to provide an integrally cast endframe formed with upright and transverse members and provided with a specially formed curved top plate especially adapted to conform to the contour of the hood sheet, and provide an attaching place therefor.

A. further objectof my invention is to'pro vide an'improved car construction wherein the endlframe is stayed in position uponthe underframe for the purpose of preventing longitudinal shifting thereof, and to remove shearing stresses from the attaching mom bers.

By referring to the drawing it will be seen that my invention includes an integrally east end frame comprising a base member 10, an upper member 11, door posts 12, upright members 13 and 14, which latter constitute corner posts for the car body frame. The door posts 12 are provided with extra deep \veb portions 15 finished at their outer edges with broad flanges 16. These flanges afford an attaching place for the vestibule diaphragm, the same being secured thereto in any suitable manner. The lower portions of the posts 12 are provided with perforated plates 17 which are practically continuations of the flanges 16, said plates being adapted to bear directly against the front wall of the buffer beam or end sill of the car underframe when my improved end frame is applied thereto.

The top member 11 is curved or arched its entire width, and the front portion of said top member is provided with a vertically disposed flange 18 which is bowed outward, and the top member thus formed provides a solid substantial bearing for the hood supporting frame or structure. At the sides of the frame the ends of the member 11 are inset, as designated by 19, in order to provide seats for the attachment of the hood sheets of the car roof structure.

The lower portions of the corner posts 14 are extended rearward, as designated by 14*, to form brackets, the rear ends of which bear directly against lugs or shoulders 19 formed on the underframe.

Formed on top of the end sill or buffer beam of the underframe to which my improved end frame is attached is a transversely disposed, upstanding rib or flange 20, and when the end frame is properly'assembled with the underframe the rear or inner edge of thevlower member 10 of said underframe bears directly against said flange 20, thereby providing a construction which prevents the end frame from being moved inwardly with respect to the underframe, and such construction also relieves the rivets utilized in attaching the end frame to the underframe from all shearing strains.

In the construction illustrated in Figs. 5 to 7 inclusive the top memberll is not arched or bowed outward, but said top member is made in skeleton form and adapted to combine with the ordinary construction of roof and hood structures.

Seats 21 are provided at the ends of the top member 11 for the side plates of the car body frame, and formed integral withv said top member are upright brackets 22 which serve as attaching points for the lower deck sills. I

From the foregoing it is obvious that my improvements provide a structure which is particularly adapted to prevent telescopic movement of the end frame relative to the underframe in case of collisions between cars and theends of cars are made very strong and rigid and well able to withstand all end shocks.

It will be readily understood that minor changes in the size, form and construction of the various parts of my improved end frame can be made and substituted for those herein shown and described without departing from the spirit of my invention, the scope of which is set forth in the appended claims,

I claim: v

1. In' car construction, the combination with an underframe providedon top of its end member with a transversely extending upwardly projecting flange, of a one piece end frame having a continuous base member a frame is applied.

2. In car construction the combination with an underframe provided on top of its end member with a transversely extending upwardly projecting flange, of a one piece end frame having a continuous base member which rests upon the underframe and bears against the flange thereon, door posts forming a part of said end frame, the lower portions of which posts are integral with the base member of said end frame, and portions of which posts extend downward beyond the plane occupied by the base member. and

which downwardly extending portions are adapted to engage the outer face of the end member of the underframe.

8. In car construction the combination which posts are integral with yond the plane occupied by the base member, which downwardly extending portions are adapted to engage the outer face of the end member of the underframe, and fasten- .ing means seated in the base member, the

downwardly projecting portions of the door posts, and the underframe member with which said last mentioned parts engage.

In testimony whereof I hereunto affix my signature in the presence of two witnesses, this 30th day of June, 1913.

HARRY M. PFLAGER.

Witnesses:

HAL C. BELLVILLE, M. 0. SMITH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

